Method for controlling hydraulic volume

Abstract

A method for controlling a hydraulic volume in a system consisting of a non-operated brake and a vehicle dynamics control, the system being configured to hydraulically couple the non-operated brake to the vehicle dynamics control, providing a signal for the formation of a first dynamic pressure for the vehicle dynamics control, generating a first control signal by the vehicle dynamics control, providing the first control signal to the non-operated brake to provide a hydraulic volume to the hydraulic connection, generating a second hydraulic pressure by the non-operated brake to provide a hydraulic volume to the hydraulic connection, providing a hydraulic volume having the second hydraulic pressure by the non-operated brake to the hydraulic connection, and forming a first hydraulic pressure in the vehicle dynamics control from the provided hydraulic volume.

Description

[Technical Field]

[0001] The present invention relates to a method for controlling hydraulic volume. [Background technology]

[0002] Current vehicle braking systems include, in addition to stabilizing functions, for example in the form of conventional ESP / ABS functions, increasingly extended functions, such as driver assistance or assist or partial assist functions, such as the application of force to the brake pedal during braking by an eBKV (electromechanical brake force booster), or units that actively modulate the hydraulic brake pressure without active driver involvement (e.g. ESP, eBKV, boost units, etc.). Driver assistance systems, at various stages of development, are becoming increasingly common in today's automobiles. They are partially automated or automated and intervene in the drive, control (e.g., steering) or signaling systems of the vehicle, or warn the driver of impending or ongoing dangerous situations via a suitable human-machine interface. Typically, a braking system comprises an electronic brake force booster (eBKV) and an ESP system. In this combination, most of the braking system functions can be realized by the ESP system, and the brake force booster is used as an external regulator to create dynamic pressure. In this case, the brake system can operate with a closed hydraulic system, i.e., the reservoir containing the brake system's hydraulic fluid is used only for leakage compensation and temperature compensation, and thus the available hydraulic volume remains constant. Examples of this are conventional brake systems, such as vacuum brake force boosters, electromechanical brake force boosters such as iBooster, or decoupled power brakes (DPB) combined with an ESP system. Alternatively, the brake system can operate with an open hydraulic system (e.g., an IPB system (IPB: Integrated Power Brake)). In this case, the reservoir containing the hydraulic fluid can be used to store hydraulic volume during normal operation. This allows the available hydraulic volume of the brake system to vary during braking. Each brake system has its own drawbacks. For example, systems with a closed hydraulic system have the problem that, depending on the operation, the ESP system's intake can result in more hydraulic volume being present in the relevant area of ​​the brake system, i.e., from the main brake cylinder to the brake cylinders on the wheels, than should be present during normal operation. Summary of the Invention [Problem to be solved by the invention]

[0003] According to aspects of the invention, a method for controlling a hydraulic volume in a system consisting of a non-human brake and vehicle dynamics control, a system for controlling a hydraulic volume in a system consisting of a non-human brake and vehicle dynamics control, and the use of the system for controlling a hydraulic volume are proposed according to the features of the independent claims. Advantageous configurations are the subject of the dependent claims and the following description.

[0004] In all of this description of the present invention, a sequence of method steps is described so that the method can be easily implemented. Those skilled in the art will recognize, however, that many of these method steps may be performed in a different order and still achieve the same or a comparable result. In this sense, the order of method steps may be changed accordingly. Some features have been given a category to improve readability or to make assignments more unambiguous, but this does not imply the presence of a particular feature. [Means for solving the problem]

[0005] According to one aspect of the present invention, there is provided a method for controlling a hydraulic volume in a system comprising a non-powered brake and a vehicle dynamics control, the system being configured to hydraulically couple the non-powered brake to the vehicle dynamics control. In one step of the method for controlling the hydraulic volume, a signal for generating a first hydraulic pressure for the vehicle dynamics control is provided. In a further step, a first control signal is generated by the vehicle dynamics control and provided to the non-powered brake to provide the hydraulic volume to the hydraulic connection. In a further step, a second hydraulic pressure is generated by the non-powered brake to provide the hydraulic volume to the hydraulic connection. In a further step, a hydraulic volume having a second hydraulic pressure is provided by the non-powered brake to the hydraulic connection and a first hydraulic pressure in the vehicle dynamics control is formed by the provided hydraulic volume.

[0006] The non-human brakes and / or the vehicle dynamics control may be configured to be coupled together by hydraulically coupling the non-human brake coupling valve and the vehicle dynamics control coupling valve together. That is, the hydraulic coupling of the system having the non-human brakes and the vehicle dynamics control may be configured to hydraulically couple the non-human brakes and the vehicle dynamics control together between the vehicle dynamics control coupling valve and the non-human brake coupling valve.

[0007] In particular, the non-powered brakes can provide hydraulic volume to the vehicle dynamics control, so that when the first dynamic pressure is generated by the vehicle dynamics control, the hydraulic volume in the system remains constant. In other words, the non-powered brakes can adjust the provided hydraulic volume so that sufficient hydraulic volume is provided to the vehicle dynamics control without additional hydraulic volume being added from the additional reservoir. That is, when the first dynamic pressure of the vehicle dynamics control is released again, the non-powered brakes can be configured to absorb the provided hydraulic volume without having to release it again into the additional reservoir.

[0008] In particular, the system comprising the non-powered brake and the vehicle dynamics control can be configured to transmit a signal to the non-powered brake upon activation of the vehicle dynamics control, e.g., a brake force modulation system, such that the non-powered brake hydraulically cooperates with the vehicle dynamics control such that a hydraulic volume sufficient to create a first hydraulic pressure is provided to the vehicle dynamics control without changing the hydraulic volume within the system comprising the non-powered brake and the vehicle dynamics control.

[0009] Therefore, this method of controlling hydraulic volume can ensure that the hydraulic volume drawn by the vehicle dynamics control is provided from the non-powered brake plunger and not from the hydraulic reservoir.

[0010] In other words, the system can be configured so that information that the vehicle dynamics control is attempting to draw hydraulic volume is confirmed and transmitted to the non-powered brake, and then the plunger of the non-powered brake is actively controlled to generate a sufficient but slight second pressure so that hydraulic volume is drawn from the plunger rather than drawn from the hydraulic reservoir. This is because the second pressure generated by the non-powered brake plunger is high enough to avoid drawing hydraulic volume from the hydraulic reservoir. This method of controlling the system results in a closed hydraulic system when the first dynamic pressure of the vehicle dynamics control is generated. This eliminates the need to take measures to transfer the drawn-in hydraulic volume back into the hydraulic reservoir to ensure that no hydraulic pressure is present in the system's rest position. This allows plungers to be used in this system without sniffer holes, which, among other things, can reduce the system's construction space, particularly its width.

[0011] Advantageously, this method of controlling the hydraulic volume in the system results in no pressure remaining in the brake system after the brakes are released or after vehicle dynamics control is activated, thus maintaining the functionality of the brake system.

[0012] The non-powered brake and vehicle dynamics control system can be a two-box brake system in which a decoupled power brake (DPB) is combined with a standard vehicle dynamics control (Electronic Stability Control (ESP) system).

[0013] Information that the vehicle dynamics control is activated to create the first dynamic pressure can be transmitted via a communication interface to an actuator, for example a non-powered brake, and in particular to a decoupled electric brake force booster, which sets a slight pressure (second hydraulic pressure) by means of a plunger to avoid drawing hydraulic volume from the hydraulic reservoir.

[0014] In particular, such a system can include a decoupled power brake (DPB) as the unpowered brake. In the case of a decoupled power brake, the driver applies the brakes in the simulator during normal driving, and the actual brake pressure is generated by a plunger. This pilot pressure can be transmitted to the vehicle dynamics control via two brake lines. In such a brake system, the brake pressure can be generated independently of the brake pedal operation by the plunger of the unpowered brake or by a pump of the vehicle dynamics control. In this case, the unpowered brake can primarily be responsible for the required dynamic generation of brake pressure. The vehicle dynamics control can provide stabilization functions and, if necessary, emergency functions, such as hydraulic generation of brake pressure in the event of an error. The system's vehicle dynamics control can thus build up the required brake pressure in an emergency based on the driver's wishes. Alternatively or additionally, a braking system based on this system can be designed to generate the required brake pressure by vehicle dynamics control in the event of a non-human brake failure or a hydraulic leak in the system that makes the legal minimum reduction speed no longer possible.

[0015] Advantageously, the system of non-powered brakes and vehicle dynamics control and the method for controlling hydraulic volume allow the hydraulic volume in the system to be kept constant during vehicle dynamics control operation, without the driver of a vehicle having such a brake system noticing this method, since in the non-powered brakes, the main cylinder with the driver's pedal is decoupled from the plunger that is configured to generate brake pressure.

[0016] The vehicle dynamics control may create this required pressure by the pump based on the demand by the first control signal, with the hydraulic volume provided by the unpowered brakes being used for this purpose, in other words, hydraulic volume may be drawn from the unpowered brakes by the vehicle dynamics control.

[0017] Since the system consisting of the non-operated brake and the vehicle dynamics control is closed, for example as a brake system, an interface can be provided that allows the vehicle dynamics control to transmit a hydraulic volume, for example, a suction of brake fluid, to the non-operated brake, where the non-operated brake can be configured to prevent the desired additional hydraulic volume from not reaching the system, for example, the brake circuit.

[0018] For this purpose, the non-powered brakes have plungers that can be adjusted with a so-called suction aid so that no vacuum is generated in the system, or in particular in the non-powered brakes. This is because the non-powered brakes can be configured to suck hydraulic volume from a storage tank by means of a safety valve, e.g., a BSV valve, when the vacuum in the non-powered brakes is sufficiently high. This possibility of sucking hydraulic volume, e.g., brake fluid, from a storage tank can be provided for special situations and can be avoided during normal operation to ensure proper functioning of the system.

[0019] Once the first hydraulic pressure is successfully generated in the vehicle dynamics control, the desired hydraulic pressure is applied, for example, to the brake cylinders of the respective wheels or to the respective hydraulic high-pressure circuits of the vehicle dynamics control. The second hydraulic pressure is then controlled or adjusted in the hydraulic connection of the non-operated brake, for example, by a plunger, so that the hydraulic volume in the system remains constant. In other words, the hydraulic volume required for pressure generation in the vehicle dynamics control is provided by the hydraulic volume from a plunger whose piston is moved accordingly. In other words, the hydraulic volume required for pressure generation in the vehicle dynamics control is provided by the non-operated brake, particularly by the hydraulic volume of a plunger, for example, by moving the plunger's piston to a forward position.

[0020] The second hydraulic pressure prevailing in the area between the plunger of the non-operated brake and the connecting valve SCC of the vehicle dynamics control can in this case be adjusted to a small height, for example, by means of a pressure sensor of the non-operated brake arranged in this area to measure the hydraulic pressure.

[0021] According to one embodiment, it is proposed that the non-powered brake is a decoupled power brake (DPB) and / or that the vehicle dynamics control is an ESP system (Electronic Stability Control system).

[0022] According to one aspect, a method for controlling hydraulic volume in accordance with a signal for pressure relief provided to a vehicle dynamics control includes: It is proposed to generate a second control signal by the vehicle dynamics control and provide the second control signal to the non-powered brake so that the non-powered brake absorbs a hydraulic volume in the hydraulic connection. In a further step, a third hydraulic pressure is generated by the non-powered brake to absorb the hydraulic volume in the hydraulic connection. In a further step, a hydraulic volume having the second hydraulic pressure in the hydraulic connection is absorbed by the non-powered brake, and the pressure in the vehicle dynamics control is relieved by the hydraulic volume absorbed by the non-powered brake. In other words, the plunger can absorb again the hydraulic volume required by the vehicle dynamics control to build up the first dynamic pressure after the pressure build-up has ceased.

[0023] According to one aspect, it is proposed that the hydraulic volume is provided by a plunger of a non-human-powered brake.

[0024] According to one aspect, it is proposed that the plunger does not have a sniffer hole. Accordingly, the plunger can advantageously be made smaller.

[0025] According to one embodiment, it is proposed that the second hydraulic pressure and / or the third hydraulic pressure are generated by a plunger of a non-human brake.

[0026] In particular, the second hydraulic pressure and / or the third hydraulic pressure may be determined to a level at which the minimum pressure at which the regulator functions is achieved in order to regulate the second hydraulic pressure and / or the third hydraulic pressure.

[0027] According to one embodiment, it is proposed that the first control signal and / or the second control signal are provided by a control device for vehicle dynamics control.

[0028] According to one embodiment, it is proposed that the first control signal and / or the second control signal are provided by signals at non-human brake and / or vehicle dynamics control actuated switching valves. Alternatively or additionally, the first control signal and / or the second control signal may be applied directly to an actuated switching valve, for example a linkage valve SCC of a vehicle dynamics control, and provided to a non-powered brake.

[0029] According to one aspect, it is proposed that the actuated switching valve is an adjustable valve of a vehicle dynamics control. In particular, such an actuated switching valve may be, for example, a coupling valve SCC of a vehicle dynamics control.

[0030] According to one embodiment, it is proposed that the first control signal and / or the second control signal are binary and / or analog signals. In other words, the vehicle dynamics control and the non-powered brakes can be signal-wise coupled by a control line and / or a bus system transmitting a first control signal and / or transmitting a second control signal, where the first control signal and / or the second control signal can be binary-valued and / or represent continuous values, the value of which depends on the dynamics of the hydraulic volume intake process.

[0031] According to one aspect, it is proposed that a second hydraulic pressure and / or hydraulic volume is achieved by mechanically displacing the position of the plunger piston from its initial position to provide increased pressure to the hydraulic connection. Accordingly, a hydraulic volume can be provided at the outlet of the plunger.

[0032] According to one aspect, it is proposed that the method also works with manually operated main brake cylinders.

[0033] According to one embodiment, it is proposed to measure the second hydraulic pressure by means of a pressure sensor in order to regulate the second hydraulic pressure.

[0034] According to one aspect, it is proposed that a signal for pressure formation for vehicle dynamics control is provided by a control device of a mobile platform.

[0035] A system for controlling a hydraulic volume in a system of a non-powered brake and a vehicle dynamics control is proposed, the system comprising a non-powered brake and a vehicle dynamics control hydraulically coupled to the non-powered brake, the system further comprising a controller for the vehicle dynamics control, the non-powered brake being signally coupled to the vehicle dynamics control, the system being configured to implement one of the above-mentioned methods for controlling hydraulic volume.

[0036] It is proposed to use a system for controlling hydraulic pressure volume, as described above, for braking at least one wheel of a mobile platform.

[0037] It is proposed to provide a mobile platform and in particular an at least partially automated vehicle with the above-described system for controlling hydraulic volumes, which advantageously allows such a mobile platform to realize all the advantages of the method for controlling hydraulic volumes.

[0038] A mobile platform can be understood as a mobile, at least partially automated system and / or a vehicle driver assistance system. One example can be an at least partially automated vehicle or a vehicle having a driver assistance system. That is, in this context, an at least partially automated system encompasses a mobile platform with respect to at least partially automated functionality, but mobile platforms also encompass vehicles and other mobile machines that include driver assistance systems. Other examples of mobile platforms can be a driver assistance system with multiple sensors, a mobile multi-sensor robot such as a robotic vacuum cleaner or lawnmower, a multi-sensor monitoring system, a manufacturing machine, a personal assistant, or an access control system. Each of these systems can be a fully or partially automated system.

[0039] An embodiment of the present invention is shown with reference to Figures 1-2 and described in detail below. [Brief explanation of the drawings]

[0040] [Figure 1] FIG. 1 illustrates a system of static non-human brakes and vehicle dynamics control. [Figure 2] FIG. 1 shows a system consisting of non-powered brakes and vehicle dynamics control during pressure build-up within the vehicle dynamics control. DETAILED DESCRIPTION OF THE INVENTION

[0041] FIG. 1 shows a schematic diagram of a system consisting of a non-powered brake 1000 and a vehicle dynamics control 1100 with the valve positions at rest, and the system is configured so that the non-powered brake 1000 is hydraulically coupled to the vehicle dynamics control 1100 by the first and second coupling valves PSV1,2 1021 or 1022 of the non-powered brake and the first and second coupling valves SCC 1111 and 1112 of the vehicle dynamics control, thus forming a hydraulic coupling. In this case, both the non-human brake 1000 and the vehicle dynamics control 1100 are designed to have two circuits. The main cylinder 1050 can be manually operated by a pedal mechanically coupled to it, which hydraulically acts on the brake cylinders 1101, 1102 or 1103 and 1104 by means of a first or second circuit cut-off valve CSV1,2 1011 or 1012, respectively, in the respective assigned circuit of the vehicle dynamics control 1100, thereby achieving emergency braking. In this case, the main brake cylinder 1050 is hydraulically connected to a reservoir 1030 for hydraulic fluid by means of two sniffer holes. During normal operation, braking action in the brake cylinders 1101, 1102 or 1103, 1104 can be triggered by a plunger 1060, which displaces a hydraulic volume into the two circuits of the vehicle dynamics control via the non-powered brake connection valve PSV1,2 1021 or 1022. The plunger 1060 can be hydraulically connected to the hydraulic reservoir RSV1,2 1030 via a valve POV 1061. The plunger 1060 is connected to an electric motor, which allows the piston to release or absorb hydraulic volume. The electric motor can be regulated by a control unit which is connected to a sensor system RPS 1062 which measures the electric motor position. The pressure in the main cylinder 1050 can be measured by a pressure sensor 1053. The main cylinder 1050, which is designed in two circuits, can be hydraulically connected to a brake simulator PFS 1052 via a valve SSV 1051, thereby simulating a hydraulic pressure build-up for the driver operating the brake pedal. In this case, a hydraulic volume is provided to the vehicle dynamics control 1100 by a plunger 1060 during normal driving, so that braking action can be achieved in the brake cylinders 1101, 1102 or 1103 and 1104, which are hydraulically connected to the vehicle dynamics control 1100. The mechanical position of the brake pedal can be measured by a stroke transducer s / U, which is mechanically connected to the brake pedal, and thereby the plunger 1060 can be controlled. The second hydraulic pressure generated by the plunger 1060 can be measured by a plunger pressure sensor 1065. A first check valve BSV1,2 1041 or 1042 can supply hydraulic fluid to the hydraulic system consisting of the non-powered brake 1000 and the vehicle dynamics control 1100.

[0042] Both circuits of the vehicle dynamics control 1100 are nearly identical to each other, so a description of one circuit will suffice. In at least one of the two circuits of the vehicle dynamics control 1100 , the pressure in the hydraulic connection can be measured by a pressure sensor 1190 . The non-human brake 1000 is hydraulically connected to the vehicle dynamics control connection valve SCC 1111 or 1112 by the non-human brake connection valve PSV1,2 1021 or 1022, thereby forming a hydraulic connection between the non-human brake 1000 and the vehicle dynamics control 1100.

[0043] FIG. 2 shows the valve positions for the creation of the first dynamic pressure by the vehicle dynamics control 1100. The vehicle dynamics control 1100 is configured to provide a first dynamic pressure for the vehicle dynamics control 1100 via a respective pump 1131 or 1132 .

[0044] When a signal for forming a first dynamic pressure is provided to the vehicle dynamics control 1100, for example by a control unit of a mobile platform, the vehicle dynamics control 1100 generates a first control signal and provides this first control signal to the non-powered brake 1000 so that the non-powered brake 1000 provides a hydraulic volume to the hydraulic connection.

[0045] To provide a hydraulic volume to the hydraulic connection, a second hydraulic pressure is generated by the non-powered brake 1000 via a plunger 1060, managed by a plunger pressure sensor 1065, and provided by the non-powered brake 1000 to the hydraulic connection of the vehicle dynamics control 1100 so that the vehicle dynamics control 1100 can create a first hydraulic pressure from the provided hydraulic volume.

[0046] For this purpose, the respective connecting valve SCC 1111 or 1112 is closed and the high-pressure valve HSR 1121 or 1122 is opened, thereby hydraulically connecting the respective pump 1131 or 1132 of the vehicle dynamics control to the hydraulic connection. The second hydraulic pressure generated by the plunger 1060 is then used so that the required hydraulic volume is not taken from the reservoir 1030 but is instead provided by the plunger 1060 for generating the first dynamic pressure by the vehicle dynamics control 1100, since this second dynamic pressure prevents the respective check valve BSV1,2 1041 or 1042 from opening. The first hydraulic pressure thus generated by the vehicle dynamics control 1100 is provided to the brake cylinders 1101, 1102 or 1103, 1104 via the respective open valves ICF 1141, 1171 or 1142, 1172, thereby achieving braking action.

[0047] When a signal for pressure relief is provided to the vehicle dynamics control 1100, the vehicle dynamics control 1100 generates a second control signal and provides this second control signal to the non-powered brake 1000 so that the non-powered brake 1000 absorbs the hydraulic volume in the hydraulic connection by the plunger 1060. For this purpose, the non-operated brake 1000 can generate a third hydraulic pressure by means of a plunger 1060, which can be measured by a plunger pressure sensor 1065, so that a hydraulic volume can be transferred from the brake cylinders 1101, 1102 or 1103, 1104 by means of outlet valves OS 1151, 1161 or 1152, 1162 and, if necessary, by means of a connected buffer volume ACC 1183 or 1184 and through check valves 1181 or 1182 by means of the respective pump 1131 or 1132 of the vehicle dynamics control, to the respective opened connecting valve SCC 1111 or 1112 and the opened connecting valves PSV1, 2 of the non-operated brake. The first pressure in the vehicle dynamics control 1100 can be absorbed by the hydraulic volume absorbed by the non-powered brake 1000, which can be set by the movement of the plunger piston via 1021 or 1022. In this case, the third hydraulic pressure may correspond to the second hydraulic pressure. That is, the non-powered brake 1000 can provide hydraulic volume to the vehicle dynamics control 1100 such that the hydraulic volume in the system remains constant during the creation of the first dynamic pressure by the vehicle dynamics control 1100. The non-powered brake 1000 is thereby configured to adjust the provided hydraulic volume so that sufficient hydraulic volume is provided to the vehicle dynamics control 1100 to generate the first pressure without additional hydraulic volume being added from the additional reservoir 1030. When the first dynamic pressure of the vehicle dynamics control 1100 is released again, the non-powered brake 1000 can be configured to absorb the provided hydraulic pressure volume again without having to release it into the additional reservoir 1030. [Explanation of symbols]

[0048] 1000 Non-human brake 1011, 1012 Circuit cutoff valve CSV1, 2 1021, 1022 Connection valve PSV1, 2 1030 Reservoir 1041, 1042 Check valve BSV1, 2 1050 Main cylinder 1051 Valve SSV 1052 Brake Simulator PFS 1053 Pressure Sensor 1060 plunger 1061 Valve POV 1062 Sensor System RPS 1065 Plunger Pressure Sensor 1100 Vehicle Dynamics Control 1101, 1102, 1103, 1104 Brake cylinder 1111,1112 Connecting valve SCC, switching valve 1121,1122 High Pressure Valve HSR 1131,1132 Pump 1141,1171,1142,1172 Valve ICF 1151, 1161, 1152, 1162 Outlet valve OS 1181,1182 Check valve 1183,1184 Buffer volume ACC 1190 Pressure Sensor s / U stroke transducer

Claims

1. 1. A method of controlling hydraulic volume in a system consisting of a non-human brake (1000) and a vehicle dynamics control (1100), the system being configured to hydraulically couple the non-human brake (1100) to the vehicle dynamics control (1100), providing a signal for generating a first dynamic pressure for the vehicle dynamics control; generating a first control signal by the vehicle dynamics control (1100), and providing the first control signal to the non-powered brake (1000) to provide a hydraulic volume to a hydraulic connection; generating a second hydraulic pressure by the non-human brake (1000) to provide the hydraulic volume to the hydraulic connection; providing the hydraulic volume having the second hydraulic pressure to the hydraulic connection by the non-powered brake (1000), and forming the first hydraulic pressure in the vehicle dynamics control (1100) by the provided hydraulic volume; providing the hydraulic pressure volume to the vehicle dynamics control (1100) via a connecting valve (PSV) of the non-powered brake (1000) by a plunger (1060) of the non-powered brake (1000); applying the first control signal to a coupling valve (SCC) of the vehicle dynamics control (1100) that hydraulically couples with a coupling valve (PSV) of the non-powered brake (1000); A method for controlling hydraulic volume in a non-human brake and vehicle dynamics control system.

2. providing a pressure relief signal for said vehicle dynamics control (1100); generating a second control signal by the vehicle dynamics control (1100) and providing the second control signal to the non-powered brake (1000) to absorb hydraulic volume in the hydraulic connection; generating a third hydraulic pressure by the non-human brake (1000) to absorb the hydraulic volume in the hydraulic connection; The hydraulic volume having the second hydraulic pressure in the hydraulic connection is absorbed by the non-powered brake (1000), and the first hydraulic pressure in the vehicle dynamics control (1100) is released by the hydraulic volume absorbed by the non-powered brake (1000). The method of claim 1.

3. 3. The method of claim 1 or 2, wherein the second hydraulic pressure and / or the third hydraulic pressure is generated by the plunger (1060) of the non-powered brake.

4. The method according to any one of claims 1 to 3, wherein the first control signal is provided by a control device of the vehicle dynamics control (1100).

5. The method according to claim 1 , wherein the first control signal is a binary signal and / or an analog signal.

6. 6. The method of claim 1, wherein the second hydraulic pressure and / or the hydraulic volume is achieved by mechanically displacing a piston position of the plunger (1060) from an initial position to provide an increased pressure to the hydraulic connection.

7. 7. The method according to claim 1, wherein the second hydraulic pressure is measured by a pressure sensor to regulate the second hydraulic pressure.

8. The method according to any one of claims 1 to 7, wherein the signal for the pressure formation for the vehicle dynamics control (1100) is provided by a control device of a mobile platform.

9. A system for controlling hydraulic pressure volume in a system consisting of a non-human brake (1000) and a vehicle dynamics control (1100), comprising: Non-human brake (1000), a vehicle dynamics control (1100) hydraulically coupled to the non-human brake (1100); a control device for said vehicle dynamics control (1100); Equipped with the non-powered brake (1000) is signal-coupled to the vehicle dynamics control (1100); The system is configured to perform the method according to any one of claims 1 to 8. A system that controls hydraulic volume within a system consisting of non-human brakes and vehicle dynamics control.

10. Use of a system for controlling hydraulic volume according to claim 9 for braking at least one wheel of a mobile platform.

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